by Gill Griffin
Date:- 1/1/43 3 Stinson 2–30
Signature:- H.L. Thorne 4 Oxford 1–30
Signed E. Smith D.O. Finlay Wing Commander
O/C Flying AFDU O/C AFDU Duxford
5
DEVELOPMENT FLIGHT AFDU,
RAF DUXFORD
Throughout 1942 the output of aircraft from the United Kingdom, Canada and Australia had steadily increased and by the end of the year the stream had become a flood. American aircraft for both the RAF and US forces, including fighters and light and heavy bombers, appeared in ever-increasing numbers. Every machine had to be tested off the production line or on arrival in the country. Routine test pilots were in short supply so, to safeguard my position at AFDU, I was invited to become one of the permanent staff test pilots. My time as a ‘hack’ pilot was over and although I still did fighter affiliation occasionally, more and more I was included in the on-going test programmes.
YEAR 1943 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
January 1st Spitfire AFN Self Cloud formation and cine gun target −20
2nd Spitfire U Self Cine gun −10
Spitfire U Self Cine gun at 5,000ft −35
Spitfire U Self Cine gun air to ground −50
Spitfire U Self Cine gun at 2,000ft on B26 −30
3rd Spitfire U Self Cine gun at 30,000ft on Mustang 1–30
Spitfire U Self Cine gun, air to sea and at 15,000ft on Spit. IX 1–30
4th Spitfire U Self Cine gun retake at 30,000ft on Mustang −45
8th Spitfire U Self Cine gun retake air to ground −25
Spitfire P Self Cine gun at 15,000ft with aileron and ASI comparative test −35
Spitfire IX EN225 Self Aileron test −30
9th Spitfire Vb U Self Target for ‘Susie’ at 15,000ft −45
Spitfire Vb U Self Cine gun air to sea 1–10
13th Spitfire XII EN223 Self Trial to ascertain operational ceiling −50
Spitfire XII EN223 Self Speed runs at 2, 3, 6 and 10,000ft −55
14th Gloucester Gladiator K8040 Self To Little Rissington −50
Stinson ? Self Return to base −50
15th Spitfire XII EN223 Self Dog fight against ‘Susie’ in a Spit. IX at 20,000ft 1–00
Spitfire XII EN223 Self Low Flying −30
Spitfire Vb P Self Comparative trials versus U −40
17th Spitfire XII EN223 Self Climbing trials to 27,000ft −45
Spitfire Vb P Self Comparative trials versus U −50
25th Spitfire Vb U Self Interception practice 1–05
26th Spitfire Vb U Self To Foulsham −30
Spitfire Vb U Self To base −20
27th Spitfire IX Q Self Test new type harness release −25
Master Mk III ? Self Circuits and bumps. Dual −45
Master Mk III ? Self Circuits and bumps. Dual −45
28th Spitfire Vb Q Self Test new harness release −20
P51 Mustang 442 Self Air test −20
Spitfire Vb U Self Target for ‘Scotty’ −20
29th Spitfire IX BS552 Self Comparative rate of roll versus Mustang at 20,000ft −45
Spitfire Vb H Self Air test −20
Spitfire Vb P Self Camera gun on cloud −15
30th Spitfire Vb P Self Beat up Mustangs of 169 Squadron −40
Spitfire Vb Q Self Test harness and gun sight 1–05
GRAND TOTAL TO DATE: 654 hours 30 mins 3–30 8–25
60–00 582–35 8–50
2 January: Fourth flight. This would have been co-operation with the USAAF. The B26, called the Mitchell by the RAF, was a powerful and fast twin-engine medium bomber, now appearing in increasing numbers in Europe. It was a squadron of these machines that took off from an American aircraft carrier to achieve a major propaganda coup by bombing Tokyo.
4 January: With every 1,000 feet of altitude the air temperature drops by 1.5 degrees, so that at 30,000 feet the air temperature was 45°F below that at ground level. For example, on a cold January day with the temp at ground level 2°F, at 30,000 feet it would have been 43 degrees below zero. Freezing up of ancillary equipment such as camera guns was a potential problem.
8 January: The ailerons, which control turning, are on the rear edge of each wing. In each aileron is a small panel known as a trimming tab; either metal or fabric-covered. They can be adjusted to balance the ailerons or to lighten the load for the pilot and are a help with control of the Spitfire’s turning circle.
13 January: The operational ceiling of a fighter aircraft was the height that a fighter could achieve with sufficient control to be a fighting unit. In the case of a Spitfire XII, this was approximately 35,000 feet. The absolute ceiling is the height that an aircraft can reach before losing control and literally falling out of the sky.
The thrill of a full throttle speed run cannot be described! The roar of the engine and the feeling of power in one’s hands has to be experienced. I was increasingly involved in the test programme of the Mk XII. This would involve flying to operational heights, time taken to reach them, turning circles, rates of roll and of course, speed runs at various height intervals. The Mk XII had a top speed at its best height of nearly 450mph.
14 January: This was truly a heartbreaking flight taking one of the last of the lovely old biplane fighters on its final journey. They were the original defenders (Faith, Hope and Charity) of Malta and did sterling work in the brief Norwegian campaign, flying off the surface of a frozen lake. It was my first and only flight in a Gladiator, to Little Rissington where, with others, it would be broken up.
15 January: ‘Susie’, F/Lt Sewell won the contest!
In the fenlands of Norfolk, Cambridgeshire and Lincolnshire there were designated areas where low flying was permitted. A pilot had to be particularly wary of electricity pylons and cables and, although the odd farmer could get a bit stroppy if we frightened his pregnant cows, more usually they accepted the need for training with good grace. It was only when flying near to the ground that the speed of our fighters was fully appreciated. In a Mk XII, with the throttle set for maximum cruising, speeds well over 300 mph were easily achieved. What a thrill, great fun and (nearly) all legal.
27 January: We frequently had visitors from Bomber Command for conversion to single-engine fighters so I added instructor to my other AFDU duties. Most of these officers were very experienced pilots who had clocked up many hours flying multi-engined aircraft, so their conversion was really an academic exercise. The Miles Master Mk III was powered by an American Pratt and Whitney Wasp radial engine. Consequently the Mk III sounded like, and was frequently taken for, an American Harvard trainer.
28 January: P/O Scott was a new member of AFDU. On rest from operations, he was a very lively young Australian, barely 5 feet tall. He was a great joker and at the New Year’s party in the Duxford Officers Mess a very large cardboard carton that had been made up specially was wheeled into the ante room. With bangs and flashes at the midnight hour, out popped Scotty. He and my wife, Estelle, being about the same height, made a good pair and Scotty made it his business to take care of her, she at that time being some six months pregnant.
29 January: Third flight. Some of the cloud formations that winter were spectacular, so on this occasion I was ‘scrambled’ to record them on film before they broke up.
Summary for:- January 1943 Spitfire 21–10
Unit:- AFDU Duxford Gladiator −50
Date:- 31/1/43 Stinson −50
Signature:- H.L. Thorne Master MkIII 1–30
Mustang −20
MONTLY TOTAL 24 hours 40 minutes
E. Smith S/Ldr
O/C Flying AFDU
YEAR 1943 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
February 1st Mustang X AL963 Self Experience on type −45
Spitfire P Self Target for cine gun −25
Mustang X AL963 Self Quarter attacks testing swing −45
2nd Spitfire Vb P Self Co-op with Mustangs of 169 Squadron −45
Spitfire P Self Co-op with Mustangs of 169 Squadron −25
3rd Tiger Moth ? Self F/Lt Stubbs Instruction in aerobatics −45
Spitfire Vb 0 Self Follow my leader with F/Lt Stubbs who earlier made his first solo in a Spitfire 1–00
5th Spitfire XII EN223 Self Power failed on take-off −05
6th Spitfire XII EN223 Self Fuel consumption trial 1–00
7th Spitfire XII EN223 Self Fuel consumption test −50
Tiger Moth AF1 Self Searchlight co-op 1–00
Tiger Moth AF1 Self Searchlight co-op −25
10th Spitfire XII EN223 Self Fuel consumption trial −40
13th Spitfire Vb AF9 Self ASI calibration −30
Stinson ? Self Unit Padre S/Ldr Fountain, F/O Collins (Unit Engineer Off.) To Hunsden −20
Stinson ? Self F/O Collins Return to base −25
Stinson ? Self To Bovington −40
Stinson ? Self To base −35
14th Spitfire Vb AF6 Self Camera gun, air to air −15
Spitfire Vb AF6 Self Camera gun, air to ground −25
Spitfire Vb AF6 Self Camera gun, air to ground −25
Spitfire Vb AF6 Self Camera gun, air to air −35
15th Stinson ? Self Sgt Hill & Mr Charles To Bovington −30
Stinson ? Self F/Lt Clive & Cpt Dyar To Duxford −20
Stinson ? Self Cpt Dyar To Wittering −45
Stinson ? Self To base −25
16th Spitfire XII EN230 Self Zoom climbs −35
Mustang X AL963 Self Camera gun test films −25
Spitfire AB169 Self Hooded camera test −20
Spitfire AB169 Self Hooded camera test −15
17th Spitfire XII EN230 Self Zoom climbs −35
Spitfire XII EN230 Self Zoom climbs −40
18th Spitfire XII EN230 Self Zoom Climbs −40
Spitfire Vb AF6 Self Co-op Stirlings −30
19th Spitfire IX BS552 Self Cine gun tests and target −30
Spitfire Vb AF8 Self Stall tests −35
Spitfire IX BS552 Self Cine gun target −15
Mustang X AL963 Self Cine gun film test −20
Mustang IA 442 Self Cine gun film test −20
24th Spitfire Vb AF8 Self Stall tests −25
Spitfire Vb AF6 Self Stall tests −25
Mustang 1A 442 Self Cine gun test films −20
25th Spitfire Vb AD204 Self Stall tests −20
Spitfire Vb AF8 Self Cine gun, air to air −20
Spitfire Vb AF8 Self Cine gun, air to ground −20
Spitfire Vb AF8 Self Cine gun, air to ground −20
Thunderbolt P47 16198 Self Experience on type −30
26th Thunderbolt 16198 Self Air firing at 30,000ft −55
Mustang 1A 442 Self Cine gun test films −20
Spitfire XII EN230 Self Target for cine gun filming −25
Mustang X 963 Self To Hucknall −30
Mustang X 121 Self Hucknall to Bovington −45
Oxford BG549 F/O Scott Self Bovington to Henlow −30
Oxford BG549 F/O Scott Self, P/O Solak Henlow to base −20
27th Spitfire XII EN223 Self Stall tests −30
Spitfire XII EN223 Self To Foulsham −25
Spitfire XII EN223 Self Affiliation with B25s −30
Spitfire XII EN223 Self Affiliation with B25s −40
Spitfire XII EN223 Self To base −30
GRAND TOTAL TO DATE 684 hours 50 minutes 3–30 8–25
60–00 612–55 8–50
Len with Mustang P51b in Duxford, 1943.
1 February: Another first flight on type. The Mk X was similar in many respects to the Mk III but with a tear drop canopy. All Mustangs were a delight to fly but the Mk X was outstanding for all flying, particularly cross-country, with its wonderful all-round visibility.
2 February: 169 Squadron was one of the first RAF units to be equipped with the Mustang P51 fighter. The Mustang’s longer range meant that daylight raids with fighter cover could be extended to all of Belgium, Holland and most of northern France, up to the Rhine. Later in the year, with long-range drop tanks, Mustangs were able to escort the USAAF daylight raids right into the heart of Germany.
3 February: I enjoyed instructing F/Lt Stubbs; he was a good pupil and very enthusiastic about flying a Spitfire. He went on to command the Fighter Affiliation Flight.
5 February: I used up one of my nine lives when power failed just as I was about to become airborne but, luckily, I had enough room to abort the take-off and come to a stop well short of the airfield boundary. As far as I remember this was my only total engine failure in over 1,500 flights with Merlin or Griffon engines. It must have been a very minor fault as I flew EN 223 again the next day.
7 February: This entailed flying over the site in circles at varying altitudes up to about 5,000 feet. In a Tiger Moth with an open cockpit, in February, it was not much fun and very, very cold, definitely ‘brass monkey’ weather. It was noticeable that none of the ground staff rushed to occupy the second cockpit.
10 February: Fuel consumption was always a matter of importance, especially in an aircraft like the Spitfire that was designed as a purely defensive fighter. With the bigger, more powerful Griffon engine, consumption for the MkXII would have been roughly 5 % worse than in a Mk IX.
13 February: The ASI (Air Speed Indicator) was worked by a pressure device called the pitot tube mounted on a stem below the wing so that air pressure through it would vary with forward speed. The information obtained was passed to the dashboard instrument.
The Hunsden trip was a joyride for two of the unit’s officers who did not often get the chance of a flight, S/Ldr Fountain, the C. of E. Chaplain and F/O Collins (known as Lottie), the AFDU Engineering Officer during our stay at Duxford.
14 February: For air-to-air camera work there would have been another aircraft acting as target. For air-to-ground work we would usually have aimed at a target in The Wash but in view of the short duration of the flight the target was probably at nearby Colley Weston airfield.
15 February: More joy rides. Sergeant Hill was one of the ground staff on aircraft maintenance, Mr Charles one of the technical experts attached to the unit; popularly known as Boffins. F/Lt Clive, was our flight commander and Cpt. Dyer was the C/O of the searchlight unit.
16 February: Zoom climbs were better than anything at a fair. This test started flying at nought feet, straight and level, then opening up to maximum cruising throttle setting, waiting until speed settled down at something over 300mph, then pulling up into a 45/50 degree climb, recording times to 5,10 and 20,000 feet. This procedure had to be repeated a number of times to get an average result. Lovely!
17 February: The zoom climbs were a repeat of previous test runs but with different starting throttle settings.
For the second test the aircraft was flown at full throttle to a speed of over 400mph,then pulled up into the steepest possible climb. Phew! By now I was involved in the full test programme for the Spitfire XII, so at last I could call myself a real test pilot.
19 February: I never really cared for stall tests; they entailed putting the aircraft into a climb, closing the throttle and waiting for the speed to drop off. In a Spitfire the nose would suddenly drop and the aircraft start a dive from which it was easy to recover. At the point of stall, if you kicked on hard rudder one way or the other, the machine would go into a spin. A Spitfire behaved well and was easy to recover but in some types the stall could be violent and recovery difficult; some aircraft would go into a spin and be reluctant to come out. So as I say, I did not enjoy stalling: it was not pleasant to leave your stomach up there when you were down here.
24 February: Stall tests again, definitely not recommended for the morning after a boozy night out! The move to Duxford caused difficulty for travelling home either to Waddesdon and Brill (Poletrees Farm) or to Redditch. My brother-
in-law, Percy Climer, owned a 1936 Austin 10 Ruby saloon car he had laid up for the duration, due to petrol restrictions. He offered it to me for the price he had paid, the princely sum of £35. I gladly accepted his kind offer and that solved the problem of travelling home on leave as well as local journeys around Duxford. It was a most reliable vehicle, not very fast, about 55 mph was top speed but it would cruise happily at about 40 mph and seemed capable of going on forever.
Some time in the early summer of 1943 I was offered a Vauxhall 14 by an airman who was posted abroad. It seemed a good move so I bought the Vauxhall.My faithful Ruby was sold to one of our other pilots, a New Zealander, F/O Bill Burge, with whom I reestablished contact postwar. He kept the old Austin until the war ended and he returned to New Zealand. He later moved to Australia. The Vauxhall proved to be a disaster and caused me nothing but trouble. I was very glad to see the back of it early in 1944, after AFDU moved to Tangmere.
25 February: AD204 had been named the Andoverian, having been paid for and given by the people of Andover to the Air Force.
It started its service life at Ibsley, Hampshire with 118 Squadron in September 1941 and had a long, interesting history, surviving the war. The book Johnnie Spitfire by H.T.N. Ling (1980) tells the story.
26 February: The P47 Thunderbolt, because of its shape and size, was nicknamed the ‘Jug’.
It was a most impressive aeroplane and with its heavy armament of 8.5 machine guns and its longer range, did sterling work in the USAAF, escorting the B17s on their daylight raids into Germany. It was easy and pleasant to fly; number 16189 arrived at Duxford under the charge of an American Top Sergeant, who was nearly as big as the aeroplane and seemed to regard it as his own personal property. Alone, he covered all aspects of servicing. As far as I know, the P47 was not adopted by the RAF.
On this day I made seven flights in five different types or marks of aircraft, three of which were American, one a Spitfire and finally two trips in a twin-engine Oxford.